WO2018186345A1 - Common rail fuel injection device - Google Patents

Common rail fuel injection device Download PDF

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Publication number
WO2018186345A1
WO2018186345A1 PCT/JP2018/014092 JP2018014092W WO2018186345A1 WO 2018186345 A1 WO2018186345 A1 WO 2018186345A1 JP 2018014092 W JP2018014092 W JP 2018014092W WO 2018186345 A1 WO2018186345 A1 WO 2018186345A1
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Prior art keywords
common rail
pressure
fuel injection
injection device
reducing valve
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PCT/JP2018/014092
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French (fr)
Japanese (ja)
Inventor
泰雄 岡本
和貴 大石
Original Assignee
いすゞ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Priority to CN201880019394.1A priority Critical patent/CN110462200B/en
Publication of WO2018186345A1 publication Critical patent/WO2018186345A1/en
Priority to PH12019502196A priority patent/PH12019502196A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors

Definitions

  • the present disclosure relates to a common rail fuel injection device.
  • a common rail type fuel injection device in which fuel in a fuel tank is pressurized and pumped to a common rail by a high pressure pump, and high pressure fuel is injected into the engine via an injector connected to the common rail.
  • air may enter the high-pressure pump from a fuel tank or the like. This air flows from the high pressure pump through the common rail to the injector during cranking. Thereby, since air is injected with fuel from an injector, there exists a problem that an exact fuel injection amount cannot be injected and an engine cannot be started.
  • This disclosure is to provide a common rail fuel injection device that can prevent air from flowing into an injector during cranking.
  • the common rail fuel injection device of the present disclosure is: A common rail having a pressure reducing valve and storing fuel at high pressure; A detector for detecting pressure in the common rail; At the time of cranking, based on the pressure acquired from the detection unit, it is determined whether air is mixed every predetermined time, and when it is determined that air is mixed, the pressure reducing valve A control unit that opens for a driving time shorter than a predetermined time; Is provided.
  • air can be prevented from flowing into the injector during cranking.
  • FIG. 1 is a block diagram illustrating an example of an overall configuration of a common rail fuel injection device according to an embodiment of the present disclosure.
  • FIG. 2 is a flowchart showing the air bleeding process during cranking.
  • FIG. 3 is a time chart showing an example of the operation of the common rail fuel injection device in the present embodiment.
  • FIG. 4 is a block diagram illustrating an example of the overall configuration of a common rail fuel injection device according to a modification.
  • FIG. 1 is a block diagram showing an example of the overall configuration of the common rail fuel injection device 100.
  • the internal combustion engine 1 on which the common rail fuel injection device 100 is mounted is a diesel engine having a plurality of cylinders.
  • a common rail fuel injection device 100 shown in FIG. 1 includes an injector 2, a common rail 3, a pressure pump 4, a pressure reducing valve 5, a pressure sensor 10 (corresponding to the “detection unit” of the present disclosure), an electronic control unit ( ECU) 20 (corresponding to the “control unit” of the present disclosure).
  • the injector 2 directly injects fuel into the cylinder.
  • the common rail 3 stores the fuel supplied to the injector 2 in a high pressure state.
  • the pumping pump 4 pumps fuel to the common rail 3.
  • the pressure pump 4 includes a feed pump 12 and a high pressure pump 13.
  • the feed pump 12 is a pump for pumping fuel from the fuel tank 11.
  • the high pressure pump 13 is a pump that sucks the low pressure fuel from the feed pump 12 and discharges the high pressure fuel.
  • the high-pressure pump 13 has a plunger (not shown) that slides inside the pump cylinder and discharges high-pressure fuel.
  • the pressure reducing valve 5 is provided at one end of the common rail 3 in the longitudinal direction.
  • the pressure reducing valve 5 is connected to the fuel tank 11 through a fuel return path.
  • the pressure reducing valve 5 opens and closes to allow the fuel in the common rail 3 to return to the fuel tank 11 through the fuel return path.
  • the pressure reducing valve 5 is configured to be able to change the opening degree.
  • the pressure reducing valve 5 is electronically controlled by a pressure reducing valve drive signal (described later) from the ECU 20.
  • the pressure sensor 10 is provided at the other end of the common rail 3 in the longitudinal direction.
  • the pressure sensor 10 detects the common rail pressure Pc.
  • Various sensors are electrically connected to the ECU 20.
  • the pressure sensor 10 is electrically connected to the ECU 20.
  • the ECU 20 acquires the common rail pressure Pc at every predetermined time T1 during cranking.
  • the ECU20 determines whether air is mixed in the common rail 3 based on the common rail pressure Pc (referred to as “air mixing determination”). In the present embodiment, the ECU 20 determines that air is mixed in the common rail 3 when the common rail pressure Pc is less than a predetermined value Pa (see FIG. 2). The predetermined value Pa is determined according to the model of the engine.
  • the ECU 20 is electrically connected with a cranking speed detection sensor 16 for detecting the cranking speed.
  • the ECU 20 acquires the cranking speed.
  • the ECU 20 determines a predetermined time T1 and a driving time T2 (described later) according to the cranking speed.
  • Times T1 and T2 are stored in the internal memory of the ECU 20.
  • the times T1 and T2 are in a relationship of T1> T2, as shown in FIG.
  • the internal memory of the ECU 20 stores a time T1 during which the common rail pressure Pc can be acquired a plurality of times during cranking, and a time T2 that is less than the time T1.
  • Times T1 and T2 are set shorter as the cranking speed increases.
  • the times T1 and T2 are obtained from the results of experiments or simulations.
  • the ECU 20 includes a timer (not shown), a comparison unit 22, and a pressure reducing valve control unit 24.
  • the comparison unit 22 compares the common rail pressure Pc with the predetermined value Pa at the time of cranking.
  • the comparison unit 22 outputs the comparison result to the pressure reducing valve control unit 24.
  • the pressure reducing valve control unit 24 opens and closes the pressure reducing valve 5 by a pressure reducing valve drive signal. By opening the pressure reducing valve 5, the common rail pressure Pc is reduced and the fuel is returned to the fuel tank 11. When air is mixed in the common rail 3, the air is discharged from the common rail 3 together with the fuel (referred to as “air bleeding”). Further, the pressure reducing valve control unit 24 changes the opening degree of the pressure reducing valve 5 by the pressure reducing valve drive signal. As a result, the amount of fuel and air returned to the fuel tank 11 is adjusted.
  • the pressure reducing valve control unit 24 opens the pressure reducing valve 5 for the driving time T2 every predetermined time T1 until the common rail pressure Pc becomes equal to or higher than the predetermined value Pa.
  • step S100 the ECU 20 determines whether or not cranking has been started.
  • step S100: YES the ECU 20 moves the process to step S110.
  • step S100: NO the ECU 20 returns the process to step S100.
  • step S110 the ECU 20 acquires the common rail pressure Pc.
  • step S120 the ECU 20 resets the timer, and counts the elapsed time T from the acquisition of the common rail pressure Pc.
  • step S130 the ECU 20 (specifically, the comparison unit 22) compares the common rail pressure Pc with the predetermined value Pa.
  • the ECU 20 (specifically, the pressure reducing valve control unit 24) ends the process when the common rail pressure Pc is equal to or higher than the predetermined value Pa (step S130: NO).
  • step S130: YES the ECU 20 opens the pressure reducing valve 5 for the driving time T2 (step S140). Thereby, the air in the common rail 3 is discharged. Thereafter, the ECU 20 returns the process to step S150.
  • step S150 the ECU 20 discards the common rail pressure Pc.
  • step S160 the ECU 20 determines whether or not the elapsed time T is equal to or longer than the predetermined time T1.
  • step S110 moves a process to step S110, when the elapsed time T is more than predetermined time T1 (step S160: YES). On the other hand, when the elapsed time T is less than the predetermined time T1 (step S160: NO), the ECU 20 returns the process to step S160.
  • FIG. 3 is a time chart showing an example of the operation of the common rail fuel injection device 100.
  • the horizontal axis represents time
  • the vertical axis represents the common rail pressure Pc.
  • the common rail pressure Pc acquired by the ECU 20 is indicated by “x”.
  • the horizontal axis represents time
  • the vertical axis represents the open / close state of the pressure reducing valve 5.
  • FIG. 3 shows preset cranking and engine start time zones.
  • the ECU 20 determines that air is mixed in the common rail 3 when the common rail pressure Pc acquired at t1 is less than the predetermined value Pa, and the driving time T2 from t1 to t2 when the predetermined time T1 has elapsed. In the meantime, the pressure reducing valve 5 is opened.
  • the ECU 20 opens the pressure reducing valve 5 during the driving time T2 from time t2 to time t3 when the predetermined time T1 has elapsed, similarly to time t1.
  • the ECU 20 Since the common rail pressure Pc acquired at time t3 is also less than the predetermined value Pa, the ECU 20 sets the pressure reducing valve 5 during the driving time T2 from time t3 to time t4 when the predetermined time T1 has elapsed, similarly to time t1 and time t2. Open.
  • the common rail pressure Pc acquired at t4 is a predetermined value Pa or more.
  • the ECU 20 determines that air is not mixed in the common rail 3 and does not open the pressure reducing valve 5.
  • the ECU 20 can prevent air from flowing into the injector 2 and inject an accurate fuel injection amount. For this reason, the engine can be started.
  • the common rail fuel injection device 100 includes the pressure reducing valve 5, the common rail 3 that stores fuel at a high pressure, the pressure sensor 10 that detects the pressure in the common rail 3, and the clutch.
  • the common rail pressure Pc acquired from the pressure sensor 10
  • the ECU 20 that opens the pressure reducing valve 5 for the driving time T2 during a predetermined time T1 until the next common rail pressure Pc is acquired.
  • the predetermined time T1 is determined according to the cranking speed. Therefore, since it is determined whether or not air is mixed in the common rail 3 in accordance with cranking, air can be discharged from the common rail 3 during cranking based on the determination result.
  • the drive time T2 is determined according to the cranking speed. Therefore, since air is discharged from the common rail 3 in accordance with cranking, it is possible to prevent air from flowing into the injector 2.
  • the pressure reducing valve control unit 24 controls the opening degree of the pressure reducing valve 5 according to the common rail pressure Pc acquired from the pressure sensor 10.
  • the pressure difference between the common rail pressure Pc and the predetermined value Pa is large, the amount of air discharged from the common rail 3 is increased by increasing the opening degree, and from the common rail 3 Air can be discharged in a short time. Further, air can be reliably discharged from the common rail 3 during cranking.
  • how much the common rail pressure Pc is increased during cranking is set according to the engine type, and is compared with the common rail pressure Pc.
  • the predetermined value Pa is determined according to the model of the engine.
  • the comparison unit 22 compares the common rail pressure Pc with an appropriate predetermined value Pa, and the pressure reducing valve control unit 24 can output an appropriate pressure reducing valve drive signal based on the comparison result.
  • FIG. 4 is a block diagram showing an example of the overall configuration of the common rail fuel injection device 100.
  • the configuration different from the above embodiment will be mainly described, and the same configuration is denoted by the same reference numeral and the description thereof is omitted.
  • the comparison unit 22 compares the common rail pressure Pc with the predetermined value Pa.
  • the pressure reducing valve control unit 24 outputs a pressure reducing valve control signal to the pressure reducing valve 5 until the common rail pressure Pc becomes equal to or higher than a predetermined value Pa, and opens the pressure reducing valve 5 for the driving time T2.
  • the pressure change amount calculation unit 26 calculates the pressure change amount ⁇ P at the predetermined time T1 based on the pressure acquired from the pressure sensor 10 every predetermined time T1.
  • the comparison unit 22A compares the calculated pressure change ⁇ P with the predetermined value Pb. Further, when the pressure change amount ⁇ P is less than the predetermined value Pb, the pressure reducing valve control unit 24 outputs a pressure reducing valve control signal to the pressure reducing valve 5 to open the pressure reducing valve 5 for the driving time T2.
  • the pressure reducing valve control unit 24 increases the opening of the pressure reducing valve 5 according to the amount of change in pressure. Thereby, air is efficiently discharged from the common rail 3, and air can be prevented from flowing into the injector 2.
  • the predetermined value Pb may be determined according to the model of the engine. Since the change amount of the common rail pressure Pc per predetermined time T1 during cranking is set according to the engine type, the predetermined value Pb to be compared with the change amount of pressure is determined according to the engine type. Accordingly, the comparison unit 22A compares the amount of change in pressure with an appropriate predetermined value Pb, and the pressure reducing valve control unit 24 can output an appropriate pressure reducing valve drive signal based on the comparison result.
  • the air bleeding process at the time of cranking in the above modification can be performed in place of the air bleeding process in the above embodiment, and can be performed in combination with the air bleeding process in the above embodiment.
  • the pressure is a predetermined value Pa or more, or the amount of change in pressure is a predetermined value Pb or more
  • the air bleeding may be stopped, the pressure is a predetermined value Pa or more, and the pressure
  • the amount of change is equal to or greater than the predetermined value Pb, air bleeding may be stopped.
  • the pressure-reduction valve control part 24 controls the pressure-reduction valve 5 based on the variation
  • this indication is not restricted to this but is acquired at predetermined time T1 intervals.
  • the pressure reducing valve 5 may be controlled based on the pressure difference between the first and second pressures, and based on the time required for the pressure difference between the first and second pressures to occur, The pressure reducing valve 5 may be controlled.
  • the common rail fuel injection device of the present disclosure is useful as a diesel engine that is required to prevent air from flowing into the injector during cranking.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Provided is a common rail fuel injection device that can prevent air from flowing into an injector during cranking. The common rail fuel injection device is provided with the following: a common rail that has a decompression valve, and that stores fuel under high pressure; a detection unit that detects the pressure inside the common rail; and a control unit that determines whether air has been mixed-in in every prescribed time period on the basis of the pressure acquired from the detection unit during cranking, and that, if it is determined that air has been mixed in, causes the decompression valve to open during a drive time that is shorter than the prescribed time.

Description

コモンレール式燃料噴射装置Common rail fuel injection system
　本開示は、コモンレール式燃料噴射装置に関する。 The present disclosure relates to a common rail fuel injection device.
　従来、燃料タンクの燃料が高圧ポンプによりコモンレールに加圧、圧送され、コモンレールに接続されたインジェクターを介して、エンジンへ高圧燃料の噴射を行うコモンレール式燃料噴射装置がある。 Conventionally, there is a common rail type fuel injection device in which fuel in a fuel tank is pressurized and pumped to a common rail by a high pressure pump, and high pressure fuel is injected into the engine via an injector connected to the common rail.
日本国特開２００５－２９１０７５号公報Japanese Laid-Open Patent Publication No. 2005-291075
　ところで、例えば、エンジンを停止した後、長時間運転しないと、燃料タンクなどから空気が高圧ポンプに侵入する場合がある。この空気は、クランキング時に高圧ポンプからコモンレールを通してインジェクターに流れ込む。これにより、空気がインジェクターから燃料と共に噴射されるため、正確な燃料噴射量を噴射できず、エンジンを始動できない場合があるという問題がある。 By the way, for example, if the engine is stopped and not operated for a long time, air may enter the high-pressure pump from a fuel tank or the like. This air flows from the high pressure pump through the common rail to the injector during cranking. Thereby, since air is injected with fuel from an injector, there exists a problem that an exact fuel injection amount cannot be injected and an engine cannot be started.
　本開示は、クランキング時にインジェクターへの空気の流れ込みを防止することができるコモンレール式燃料噴射装置を提供することである。 This disclosure is to provide a common rail fuel injection device that can prevent air from flowing into an injector during cranking.
　本開示のコモンレール式燃料噴射装置は、
　減圧弁を有し、高圧で燃料を貯留するコモンレールと、
　前記コモンレール内の圧力を検知する検知部と、
　クランキング時において、前記検知部から取得した前記圧力に基づいて、所定時間ごとに空気が混入しているか否かを判定するとともに、空気が混入していると判定する場合には、前記減圧弁を所定時間より短い駆動時間の間開放させる制御部と、
　を備える。 The common rail fuel injection device of the present disclosure is:
A common rail having a pressure reducing valve and storing fuel at high pressure;
A detector for detecting pressure in the common rail;
At the time of cranking, based on the pressure acquired from the detection unit, it is determined whether air is mixed every predetermined time, and when it is determined that air is mixed, the pressure reducing valve A control unit that opens for a driving time shorter than a predetermined time;
Is provided.
　本開示によれば、クランキング時にインジェクターへの空気の流れ込みを防止することができる。 According to the present disclosure, air can be prevented from flowing into the injector during cranking.
図１は、本開示の一実施の形態に係るコモンレール式燃料噴射装置の全体構成の一例を示すブロック図である。FIG. 1 is a block diagram illustrating an example of an overall configuration of a common rail fuel injection device according to an embodiment of the present disclosure. 図２は、クランキング時におけるエア抜き処理を示すフローチャートである。FIG. 2 is a flowchart showing the air bleeding process during cranking. 図３は、本実施の形態におけるコモンレール式燃料噴射装置の動作の一例を示すタイムチャートである。FIG. 3 is a time chart showing an example of the operation of the common rail fuel injection device in the present embodiment. 図４は、変形例に係るコモンレール式燃料噴射装置の全体構成の一例を示すブロック図である。FIG. 4 is a block diagram illustrating an example of the overall configuration of a common rail fuel injection device according to a modification.
　以下、本開示の一実施の形態について、図面を参照して詳細に説明する。 Hereinafter, an embodiment of the present disclosure will be described in detail with reference to the drawings.
　本開示の一実施の形態に係るコモンレール式燃料噴射装置１００の構成について図１を参照して説明する。 A configuration of a common rail fuel injection device 100 according to an embodiment of the present disclosure will be described with reference to FIG.
　図１は、コモンレール式燃料噴射装置１００の全体構成の一例を示すブロック図である。コモンレール式燃料噴射装置１００が搭載される内燃機関１は、複数の気筒を有するディーゼルエンジンである。 FIG. 1 is a block diagram showing an example of the overall configuration of the common rail fuel injection device 100. The internal combustion engine 1 on which the common rail fuel injection device 100 is mounted is a diesel engine having a plurality of cylinders.
　図１に示すコモンレール式燃料噴射装置１００は、インジェクター２と、コモンレール３と、圧送ポンプ４と、減圧弁５と、圧力センサ１０（本開示の「検知部」に対応）と、電子制御ユニット（ＥＣＵ）２０（本開示の「制御部」に対応）とを備えている。 A common rail fuel injection device 100 shown in FIG. 1 includes an injector 2, a common rail 3, a pressure pump 4, a pressure reducing valve 5, a pressure sensor 10 (corresponding to the “detection unit” of the present disclosure), an electronic control unit ( ECU) 20 (corresponding to the “control unit” of the present disclosure).
　インジェクター２は、気筒内に燃料を直接噴射する。 The injector 2 directly injects fuel into the cylinder.
　コモンレール３は、インジェクター２に供給する燃料を高圧状態で蓄える。 The common rail 3 stores the fuel supplied to the injector 2 in a high pressure state.
　圧送ポンプ４は、コモンレール３に燃料を圧送する。圧送ポンプ４は、フィードポンプ１２、および高圧ポンプ１３を有している。 The pumping pump 4 pumps fuel to the common rail 3. The pressure pump 4 includes a feed pump 12 and a high pressure pump 13.
　フィードポンプ１２は、燃料タンク１１から燃料を汲み上げるためのポンプである。 The feed pump 12 is a pump for pumping fuel from the fuel tank 11.
　高圧ポンプ１３は、フィードポンプ１２からの低圧燃料を吸入して高圧燃料を吐出するポンプである。高圧ポンプ１３は、ポンプシリンダ内を摺動して高圧の燃料を吐出するプランジャ（図示略）を有する。 The high pressure pump 13 is a pump that sucks the low pressure fuel from the feed pump 12 and discharges the high pressure fuel. The high-pressure pump 13 has a plunger (not shown) that slides inside the pump cylinder and discharges high-pressure fuel.
　減圧弁５は、コモンレール３の長手方向の一端部に設けられている。減圧弁５は、燃料還流路を介して燃料タンク１１に接続されている。減圧弁５は、開閉することにより、コモンレール３内の燃料が燃料還流路を介して燃料タンク１１に還流するのを可能にする。減圧弁５は、開度を変更可能に構成されている。減圧弁５は、ＥＣＵ２０からの減圧弁駆動信号（後述する）によって電子制御される。 The pressure reducing valve 5 is provided at one end of the common rail 3 in the longitudinal direction. The pressure reducing valve 5 is connected to the fuel tank 11 through a fuel return path. The pressure reducing valve 5 opens and closes to allow the fuel in the common rail 3 to return to the fuel tank 11 through the fuel return path. The pressure reducing valve 5 is configured to be able to change the opening degree. The pressure reducing valve 5 is electronically controlled by a pressure reducing valve drive signal (described later) from the ECU 20.
　圧力センサ１０は、コモンレール３の長手方向の他端部に設けられている。圧力センサ１０は、コモンレール圧Ｐｃを検知する。 The pressure sensor 10 is provided at the other end of the common rail 3 in the longitudinal direction. The pressure sensor 10 detects the common rail pressure Pc.
　ＥＣＵ２０には各種センサが電気的に接続されている。具体的に、ＥＣＵ２０には圧力センサ１０が電気的に接続されている。ＥＣＵ２０はクランキング時にコモンレール圧Ｐｃを所定時間Ｔ１ごとに取得する。 Various sensors are electrically connected to the ECU 20. Specifically, the pressure sensor 10 is electrically connected to the ECU 20. The ECU 20 acquires the common rail pressure Pc at every predetermined time T1 during cranking.
　ＥＣＵ２０は、コモンレール圧Ｐｃに基づいてコモンレール３内に空気が混入しているか否か判定する（「エア混入判定」と称す）。なお、本実施の形態において、ＥＣＵ２０は、コモンレール圧Ｐｃが所定値Ｐａ（図２参照）未満である場合に、コモンレール３内に空気が混入していると判定する。なお、所定値Ｐａは、エンジンの型式に応じて定められている。 ECU20 determines whether air is mixed in the common rail 3 based on the common rail pressure Pc (referred to as “air mixing determination”). In the present embodiment, the ECU 20 determines that air is mixed in the common rail 3 when the common rail pressure Pc is less than a predetermined value Pa (see FIG. 2). The predetermined value Pa is determined according to the model of the engine.
　ＥＣＵ２０には、クランキング速度を検出するためのクランキング速度検出センサ１６が電気的に接続されている。ＥＣＵ２０は、クランキング速度を取得する。ＥＣＵ２０は、クランキング速度に応じて、所定時間Ｔ１および駆動時間Ｔ２（後述する）を定める。時間Ｔ１，Ｔ２はＥＣＵ２０の内部メモリ－に格納されている。ここで、時間Ｔ１，Ｔ２は、図２に示すように、Ｔ１＞Ｔ２の関係にある。例えば、ＥＣＵ２０の内部メモリ－には、クランキング中にコモンレール圧Ｐｃを複数回取得可能な時間Ｔ１、および、時間Ｔ１未満の時間Ｔ２が記憶されている。時間Ｔ１，Ｔ２は、クランキング速度が上がるに応じてそれぞれ短く設定される。なお、時間Ｔ１，Ｔ２は、実験またはシミュレーションの結果から求められる。 The ECU 20 is electrically connected with a cranking speed detection sensor 16 for detecting the cranking speed. The ECU 20 acquires the cranking speed. The ECU 20 determines a predetermined time T1 and a driving time T2 (described later) according to the cranking speed. Times T1 and T2 are stored in the internal memory of the ECU 20. Here, the times T1 and T2 are in a relationship of T1> T2, as shown in FIG. For example, the internal memory of the ECU 20 stores a time T1 during which the common rail pressure Pc can be acquired a plurality of times during cranking, and a time T2 that is less than the time T1. Times T1 and T2 are set shorter as the cranking speed increases. The times T1 and T2 are obtained from the results of experiments or simulations.
　ＥＣＵ２０は、タイマー（図示略）、比較部２２および減圧弁制御部２４を備えている。 The ECU 20 includes a timer (not shown), a comparison unit 22, and a pressure reducing valve control unit 24.
　比較部２２は、クランキング時において、上記のコモンレール圧Ｐｃと所定値Ｐａとを比較する。比較部２２は、比較した結果を減圧弁制御部２４に出力する。 The comparison unit 22 compares the common rail pressure Pc with the predetermined value Pa at the time of cranking. The comparison unit 22 outputs the comparison result to the pressure reducing valve control unit 24.
　減圧弁制御部２４は、減圧弁駆動信号により減圧弁５を開閉させる。減圧弁５が開放されることにより、コモンレール圧Ｐｃが減圧され、燃料が燃料タンク１１へ還流される。また、コモンレール３内に空気が混入している場合、空気が燃料と共にコモンレール３から排出される（「エア抜き」と称する）。また、減圧弁制御部２４は、減圧弁駆動信号により減圧弁５の開度を変更する。これにより、燃料の燃料タンク１１へ還流される燃料および空気の量が調整される。 The pressure reducing valve control unit 24 opens and closes the pressure reducing valve 5 by a pressure reducing valve drive signal. By opening the pressure reducing valve 5, the common rail pressure Pc is reduced and the fuel is returned to the fuel tank 11. When air is mixed in the common rail 3, the air is discharged from the common rail 3 together with the fuel (referred to as “air bleeding”). Further, the pressure reducing valve control unit 24 changes the opening degree of the pressure reducing valve 5 by the pressure reducing valve drive signal. As a result, the amount of fuel and air returned to the fuel tank 11 is adjusted.
　減圧弁制御部２４は、コモンレール圧Ｐｃと所定値Ｐａとを比較した結果に基づいて、コモンレール圧Ｐｃが所定値Ｐａ以上になるまで、所定時間Ｔ１ごとに、減圧弁５を駆動時間Ｔ２だけ開放させる。 Based on the result of comparing the common rail pressure Pc and the predetermined value Pa, the pressure reducing valve control unit 24 opens the pressure reducing valve 5 for the driving time T2 every predetermined time T1 until the common rail pressure Pc becomes equal to or higher than the predetermined value Pa. Let
　＜クランキング時におけるエア抜き処理＞
　次に、クランキング時におけるエア抜き処理一例について図２を参照して説明する。なお、図２に示す処理は、電源が投入された場合に実行される。 <Air bleeding during cranking>
Next, an example of the air bleeding process during cranking will be described with reference to FIG. The process shown in FIG. 2 is executed when the power is turned on.
　ステップＳ１００において、ＥＣＵ２０は、クランキングが開始されたか否かを判断する。ＥＣＵ２０は、クランキングが開始された場合に（ステップＳ１００：ＹＥＳ）、処理をステップＳ１１０に移す。ＥＣＵ２０は、クランキングが開始されない場合に（ステップＳ１００：ＮＯ）、処理をステップＳ１００に戻す。 In step S100, the ECU 20 determines whether or not cranking has been started. When the cranking is started (step S100: YES), the ECU 20 moves the process to step S110. When the cranking is not started (step S100: NO), the ECU 20 returns the process to step S100.
　ステップＳ１１０において、ＥＣＵ２０は、コモンレール圧Ｐｃを取得する。 In step S110, the ECU 20 acquires the common rail pressure Pc.
　ステップＳ１２０において、ＥＣＵ２０は、タイマーをリセットし、コモンレール圧Ｐｃを取得してからの経過時間Ｔをカウントする。 In step S120, the ECU 20 resets the timer, and counts the elapsed time T from the acquisition of the common rail pressure Pc.
　ステップＳ１３０において、ＥＣＵ２０（具体的には比較部２２）は、コモンレール圧Ｐｃと所定値Ｐａとを比較する。ＥＣＵ２０（具体的には減圧弁制御部２４）は、コモンレール圧Ｐｃが所定値Ｐａ以上である場合に（ステップＳ１３０：ＮＯ）、処理を終了する。一方、ＥＣＵ２０は、コモンレール圧Ｐｃが所定値Ｐａ未満である場合に（ステップＳ１３０：ＹＥＳ）、減圧弁５を駆動時間Ｔ２だけ開放させる（ステップＳ１４０）。これにより、コモンレール３内の空気が排出される。その後、ＥＣＵ２０は、処理をステップＳ１５０に戻す。 In step S130, the ECU 20 (specifically, the comparison unit 22) compares the common rail pressure Pc with the predetermined value Pa. The ECU 20 (specifically, the pressure reducing valve control unit 24) ends the process when the common rail pressure Pc is equal to or higher than the predetermined value Pa (step S130: NO). On the other hand, when the common rail pressure Pc is less than the predetermined value Pa (step S130: YES), the ECU 20 opens the pressure reducing valve 5 for the driving time T2 (step S140). Thereby, the air in the common rail 3 is discharged. Thereafter, the ECU 20 returns the process to step S150.
　ステップＳ１５０において、ＥＣＵ２０は、コモンレール圧Ｐｃを破棄する。 In step S150, the ECU 20 discards the common rail pressure Pc.
　ステップＳ１６０において、ＥＣＵ２０は、経過時間Ｔが所定時間Ｔ１以上であるか否かを判断する。 In step S160, the ECU 20 determines whether or not the elapsed time T is equal to or longer than the predetermined time T1.
　ＥＣＵ２０は、経過時間Ｔが所定時間Ｔ１以上である場合に（ステップＳ１６０：ＹＥＳ）、処理をステップＳ１１０に移す。一方、ＥＣＵ２０は、経過時間Ｔが所定時間Ｔ１未満である場合に（ステップＳ１６０：ＮＯ）、処理をステップＳ１６０に戻す。 ECU20 moves a process to step S110, when the elapsed time T is more than predetermined time T1 (step S160: YES). On the other hand, when the elapsed time T is less than the predetermined time T1 (step S160: NO), the ECU 20 returns the process to step S160.
　図３は、コモンレール式燃料噴射装置１００の動作一例を示すタイムチャートである。図３の上側において横軸に時間を表し、縦軸にコモンレール圧Ｐｃを表す。また、ＥＣＵ２０が取得したコモンレール圧Ｐｃを「×」印で示す。また、図３の下側において横軸に時間を表し、縦軸に減圧弁５の開閉状態を示す。図３に、予め設定されたクランキングおよびエンジン始動の時間帯を示す。
　ＥＣＵ２０は、ｔ１時に取得したコモンレール圧Ｐｃが所定値Ｐａ未満である場合に、コモンレール３内に空気が混入していると判定し、ｔ１時から所定時間Ｔ１を経過したｔ２時までの駆動時間Ｔ２の間に減圧弁５を開放させる。 FIG. 3 is a time chart showing an example of the operation of the common rail fuel injection device 100. In the upper side of FIG. 3, the horizontal axis represents time, and the vertical axis represents the common rail pressure Pc. Further, the common rail pressure Pc acquired by the ECU 20 is indicated by “x”. Further, in the lower side of FIG. 3, the horizontal axis represents time, and the vertical axis represents the open / close state of the pressure reducing valve 5. FIG. 3 shows preset cranking and engine start time zones.
The ECU 20 determines that air is mixed in the common rail 3 when the common rail pressure Pc acquired at t1 is less than the predetermined value Pa, and the driving time T2 from t1 to t2 when the predetermined time T1 has elapsed. In the meantime, the pressure reducing valve 5 is opened.
　ｔ２時に取得したコモンレール圧Ｐｃも所定値Ｐａ未満であるため、ＥＣＵ２０は、ｔ１時と同様に、ｔ２時から所定時間Ｔ１を経過したｔ３までの駆動時間Ｔ２の間に減圧弁５を開放させる。 Since the common rail pressure Pc acquired at time t2 is also less than the predetermined value Pa, the ECU 20 opens the pressure reducing valve 5 during the driving time T2 from time t2 to time t3 when the predetermined time T1 has elapsed, similarly to time t1.
　ｔ３時に取得したコモンレール圧Ｐｃも所定値Ｐａ未満であるため、ＥＣＵ２０は、ｔ１時およびｔ２時と同様に、ｔ３時から所定時間Ｔ１を経過したｔ４までの駆動時間Ｔ２の間に減圧弁５を開放させる。 Since the common rail pressure Pc acquired at time t3 is also less than the predetermined value Pa, the ECU 20 sets the pressure reducing valve 5 during the driving time T2 from time t3 to time t4 when the predetermined time T1 has elapsed, similarly to time t1 and time t2. Open.
　ｔ４時に取得したコモンレール圧Ｐｃは所定値Ｐａ以上である。ＥＣＵ２０は、コモンレール３内に空気が混入していないと判定し、減圧弁５を開放させない。ＥＣＵ２０は、インジェクター２への空気の流れ込みを防止し、正確な燃料噴射量を噴射することができる。このため、エンジンを始動することが可能となる。 The common rail pressure Pc acquired at t4 is a predetermined value Pa or more. The ECU 20 determines that air is not mixed in the common rail 3 and does not open the pressure reducing valve 5. The ECU 20 can prevent air from flowing into the injector 2 and inject an accurate fuel injection amount. For this reason, the engine can be started.
　＜本実施の形態の効果＞
　以上のように、本実施の形態に係るコモンレール式燃料噴射装置１００は、減圧弁５を有し、高圧で燃料を貯留するコモンレール３と、コモンレール３内の圧力を検知する圧力センサ１０と、クランキング時において、圧力センサ１０から取得したコモンレール圧Ｐｃに基づいて、コモンレール圧Ｐｃが所定値未満であるか否かを判定し、コモンレール圧Ｐｃが所定値Ｐａ以上になるまで、コモンレール圧Ｐｃを取得してから次のコモンレール圧Ｐｃを取得するまでの所定時間Ｔ１の間に、減圧弁５を駆動時間Ｔ２だけ開放させるＥＣＵ２０と、を備える。これにより、コモンレール３内に空気の混入があった場合に、クランキング時において、空気を所定時間Ｔ１間隔でコモンレール３から排出させ、クランキング中にコモンレール３内に混入する空気量を減らしていくことができる。そのため、クランキング時にインジェクター２への空気の流れ込みを防止することができる。 <Effects of the present embodiment>
As described above, the common rail fuel injection device 100 according to the present embodiment includes the pressure reducing valve 5, the common rail 3 that stores fuel at a high pressure, the pressure sensor 10 that detects the pressure in the common rail 3, and the clutch. At the time of ranking, based on the common rail pressure Pc acquired from the pressure sensor 10, it is determined whether or not the common rail pressure Pc is less than a predetermined value, and the common rail pressure Pc is acquired until the common rail pressure Pc becomes equal to or higher than the predetermined value Pa. And the ECU 20 that opens the pressure reducing valve 5 for the driving time T2 during a predetermined time T1 until the next common rail pressure Pc is acquired. As a result, when air is mixed in the common rail 3, the air is discharged from the common rail 3 at a predetermined time T1 interval during cranking, and the amount of air mixed into the common rail 3 during cranking is reduced. be able to. Therefore, it is possible to prevent air from flowing into the injector 2 during cranking.
　また、本実施の形態に係るコモンレール式燃料噴射装置１００によれば、所定時間Ｔ１は、クランキング速度に応じて定められる。これにより、クランキングに合わせてコモンレール３内に空気が混入しているか否かを判定するため、判定結果に基づいて、クランキング中にコモンレール３内から空気を排出させることができる。 In addition, according to the common rail fuel injection device 100 according to the present embodiment, the predetermined time T1 is determined according to the cranking speed. Thereby, since it is determined whether or not air is mixed in the common rail 3 in accordance with cranking, air can be discharged from the common rail 3 during cranking based on the determination result.
　また、本実施の形態に係るコモンレール式燃料噴射装置１００によれば、駆動時間Ｔ２は、クランキング速度に応じて定められる。これにより、クランキングに合わせてコモンレール３内から空気を排出させるためインジェクター２への空気の流れ込みを防止することができる。 Further, according to the common rail fuel injection device 100 according to the present embodiment, the drive time T2 is determined according to the cranking speed. Thereby, since air is discharged from the common rail 3 in accordance with cranking, it is possible to prevent air from flowing into the injector 2.
　また、本実施の形態に係るコモンレール式燃料噴射装置１００によれば、減圧弁制御部２４は、圧力センサ１０から取得したコモンレール圧Ｐｃに応じて減圧弁５の開度を制御する。これにより、例えば、コモンレール圧Ｐｃと所定値Ｐａとの間の圧力差が大きければ、開度を上げることで、コモンレール３内から排出される時間当たりの空気量を多くして、コモンレール３内から空気を短時間に排出させることが可能となる。また、クランキング中に確実に空気をコモンレール３内から排出させることが可能となる。 Further, according to the common rail fuel injection apparatus 100 according to the present embodiment, the pressure reducing valve control unit 24 controls the opening degree of the pressure reducing valve 5 according to the common rail pressure Pc acquired from the pressure sensor 10. Thereby, for example, if the pressure difference between the common rail pressure Pc and the predetermined value Pa is large, the amount of air discharged from the common rail 3 is increased by increasing the opening degree, and from the common rail 3 Air can be discharged in a short time. Further, air can be reliably discharged from the common rail 3 during cranking.
　また、本実施の形態に係るコモンレール式燃料噴射装置１００によれば、クランキング時においてコモンレール圧Ｐｃをどの程度上げるかは、エンジンの型式に応じて設定されるため、コモンレール圧Ｐｃと比較される所定値Ｐａは、エンジンの型式に応じて定められる。これにより、比較部２２は、コモンレール圧Ｐｃと適正な所定値Ｐａと比較し、減圧弁制御部２４は、比較した結果に基づいて、適正な減圧弁駆動信号を出力することができる。 Further, according to the common rail fuel injection device 100 according to the present embodiment, how much the common rail pressure Pc is increased during cranking is set according to the engine type, and is compared with the common rail pressure Pc. The predetermined value Pa is determined according to the model of the engine. Thereby, the comparison unit 22 compares the common rail pressure Pc with an appropriate predetermined value Pa, and the pressure reducing valve control unit 24 can output an appropriate pressure reducing valve drive signal based on the comparison result.
　＜本実施の形態の変形例＞
　次に、本実施の形態の変形例について図４を参照して説明する。図４は、コモンレール式燃料噴射装置１００の全体構成の一例を示すブロック図である。なお、変形例の説明においては、上記実施の形態と異なる構成について主に説明し、同じ構成については同一符号を付しその説明を省略する。 <Modification of the present embodiment>
Next, a modification of the present embodiment will be described with reference to FIG. FIG. 4 is a block diagram showing an example of the overall configuration of the common rail fuel injection device 100. In the description of the modification, the configuration different from the above embodiment will be mainly described, and the same configuration is denoted by the same reference numeral and the description thereof is omitted.
　上記実施の形態にかかるＥＣＵ２０において、比較部２２はコモンレール圧Ｐｃと所定値Ｐａとを比較する。減圧弁制御部２４は、コモンレール圧Ｐｃが所定値Ｐａ以上になるまで、減圧弁制御信号を減圧弁５に出力して、減圧弁５を駆動時間Ｔ２の間開放させる。 In the ECU 20 according to the above embodiment, the comparison unit 22 compares the common rail pressure Pc with the predetermined value Pa. The pressure reducing valve control unit 24 outputs a pressure reducing valve control signal to the pressure reducing valve 5 until the common rail pressure Pc becomes equal to or higher than a predetermined value Pa, and opens the pressure reducing valve 5 for the driving time T2.
　これに対し、変形例にかかるＥＣＵ２０において、圧力変化量算出部２６は、所定時間Ｔ１毎に圧力センサ１０から取得した圧力に基づいて、所定時間Ｔ１における圧力の変化量ΔＰを算出する。また、比較部２２Ａは、算出された圧力の変化量ΔＰと所定値Ｐｂとを比較する。また、減圧弁制御部２４は、圧力の変化量ΔＰが所定値Ｐｂ未満である場合には、減圧弁制御信号を減圧弁５に出力して、減圧弁５を駆動時間Ｔ２だけ開放させる。これにより、コモンレール３内に空気の混入があった場合に、クランキング中にコモンレール３内から空気が排出される。そのため、クランキング時にインジェクター２への空気の流れ込みを防止することができる。 On the other hand, in the ECU 20 according to the modification, the pressure change amount calculation unit 26 calculates the pressure change amount ΔP at the predetermined time T1 based on the pressure acquired from the pressure sensor 10 every predetermined time T1. The comparison unit 22A compares the calculated pressure change ΔP with the predetermined value Pb. Further, when the pressure change amount ΔP is less than the predetermined value Pb, the pressure reducing valve control unit 24 outputs a pressure reducing valve control signal to the pressure reducing valve 5 to open the pressure reducing valve 5 for the driving time T2. Thereby, when air is mixed in the common rail 3, air is discharged from the common rail 3 during cranking. Therefore, it is possible to prevent air from flowing into the injector 2 during cranking.
　また、減圧弁制御部２４は、圧力の変化量に応じて減圧弁５の開度を上げさせる。これにより、コモンレール３内から空気が効率よく排出され、インジェクター２への空気の流れ込みを防止することができる。 Further, the pressure reducing valve control unit 24 increases the opening of the pressure reducing valve 5 according to the amount of change in pressure. Thereby, air is efficiently discharged from the common rail 3, and air can be prevented from flowing into the injector 2.
　また、上記変形例において、所定値Ｐｂは、エンジンの型式に応じて定められてもよい。クランキング時において所定時間Ｔ１当たりのコモンレール圧Ｐｃの変化量は、エンジンの型式に応じて設定されるため、圧力の変化量と比較される所定値Ｐｂは、エンジンの型式に応じて定められる。これにより、比較部２２Ａは、圧力の変化量と適正な所定値Ｐｂと比較し、減圧弁制御部２４は、比較した結果に基づいて、適正な減圧弁駆動信号を出力することができる。 In the above modification, the predetermined value Pb may be determined according to the model of the engine. Since the change amount of the common rail pressure Pc per predetermined time T1 during cranking is set according to the engine type, the predetermined value Pb to be compared with the change amount of pressure is determined according to the engine type. Accordingly, the comparison unit 22A compares the amount of change in pressure with an appropriate predetermined value Pb, and the pressure reducing valve control unit 24 can output an appropriate pressure reducing valve drive signal based on the comparison result.
　また、上記変形例におけるクランキング時におけるエア抜き処理は、上記実施の形態におけるエア抜き処理に代えて行うことができ、また、上記実施の形態におけるエア抜き処理と組み合わせて行うことができる。組み合わせた場合に、圧力が所定値Ｐａ以上であり、または、圧力の変化量が所定値Ｐｂ以上である場合に、エア抜きを止めてもよく、圧力が所定値Ｐａ以上であり、かつ、圧力の変化量が所定値Ｐｂ以上である場合に、エア抜きを止めてもよい。これにより、精度良くエア混入の判定をすることができ、エンジンをより確実に始動させることができる。 In addition, the air bleeding process at the time of cranking in the above modification can be performed in place of the air bleeding process in the above embodiment, and can be performed in combination with the air bleeding process in the above embodiment. When combined, if the pressure is a predetermined value Pa or more, or the amount of change in pressure is a predetermined value Pb or more, the air bleeding may be stopped, the pressure is a predetermined value Pa or more, and the pressure When the amount of change is equal to or greater than the predetermined value Pb, air bleeding may be stopped. As a result, it is possible to accurately determine the presence of air and to start the engine more reliably.
　また、上記変形例において、減圧弁制御部２４は、所定時間Ｔ１における圧力の変化量に基づいて、減圧弁５を制御するが、本開示はこれに限らず、所定時間Ｔ１間隔で取得される第１および第２の圧力の間の圧力差に基づいて、減圧弁５を制御してもよく、第１および第２の圧力の間の圧力差が生じるまでに要した所要時間に基づいて、減圧弁５を制御してもよい。 Moreover, in the said modification, although the pressure-reduction valve control part 24 controls the pressure-reduction valve 5 based on the variation | change_quantity of the pressure in predetermined time T1, this indication is not restricted to this but is acquired at predetermined time T1 intervals. The pressure reducing valve 5 may be controlled based on the pressure difference between the first and second pressures, and based on the time required for the pressure difference between the first and second pressures to occur, The pressure reducing valve 5 may be controlled.
　本出願は、２０１７年４月４日付で出願された日本国特許出願（特願２０１７－０７４６３１）に基づくものであり、その内容はここに参照として取り込まれる。 This application is based on a Japanese patent application (Japanese Patent Application No. 2017-074631) filed on April 4, 2017, the contents of which are incorporated herein by reference.
　本開示のコモンレール式燃料噴射装置は、クランキング時にインジェクターへの空気の流れ込みを防止することが要求されるディーゼルエンジンとして有用である。 The common rail fuel injection device of the present disclosure is useful as a diesel engine that is required to prevent air from flowing into the injector during cranking.
　１　内燃機関
　２　インジェクター
　３　コモンレール
　４　圧送ポンプ
　５　減圧弁
　１０　圧力センサ
　１１　燃料タンク
　１２　フィードポンプ
　１３　高圧ポンプ
　１６　クランキング速度検出センサ
　２０　ＥＣＵ
　２２　比較部
　２２Ａ　比較部
　２４　減圧弁制御部
　２６　圧力変化量算出部
　１００　コモンレール式燃料噴射装置 DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Injector 3 Common rail 4 Pressure feed pump 5 Pressure reducing valve 10 Pressure sensor 11 Fuel tank 12 Feed pump 13 High pressure pump 16 Cranking speed detection sensor 20 ECU
DESCRIPTION OF SYMBOLS 22 Comparison part 22A Comparison part 24 Pressure reducing valve control part 26 Pressure change amount calculation part 100 Common rail type fuel injection apparatus

Claims (9)

  1. 　減圧弁を有し、高圧で燃料を貯留するコモンレールと、
    　前記コモンレール内の圧力を検知する検知部と、
    　クランキング時において、前記検知部から取得した前記圧力に基づいて、所定時間ごとに空気が混入しているか否かを判定するとともに、空気が混入していると判定する場合には、前記減圧弁を所定時間より短い駆動時間の間開放させる制御部と、
    　を備える、コモンレール式燃料噴射装置。     A common rail having a pressure reducing valve and storing fuel at high pressure;
    A detector for detecting pressure in the common rail;
    At the time of cranking, based on the pressure acquired from the detection unit, it is determined whether air is mixed every predetermined time, and when it is determined that air is mixed, the pressure reducing valve A control unit that opens for a driving time shorter than a predetermined time;
    A common rail fuel injection device.
  2. 　前記所定時間は、クランキング速度に応じて定められる、請求項１に記載のコモンレール式燃料噴射装置。 The common rail fuel injection device according to claim 1, wherein the predetermined time is determined according to a cranking speed.
  3. 　前記駆動時間は、クランキング速度に応じて定められる、請求項１に記載のコモンレール式燃料噴射装置。 The common rail fuel injection device according to claim 1, wherein the driving time is determined according to a cranking speed.
  4. 　前記制御部は、前記検知部から取得した前記圧力が第１の所定値未満である場合に、前記空気が混入していると判定する、請求項１に記載のコモンレール式燃料噴射装置。 The common rail fuel injection device according to claim 1, wherein the control unit determines that the air is mixed when the pressure acquired from the detection unit is less than a first predetermined value.
  5. 　前記制御部は、前記検知部から取得した前記圧力に応じて前記減圧弁の開度を制御する、請求項４に記載のコモンレール式燃料噴射装置。 The common rail fuel injection device according to claim 4, wherein the control unit controls an opening degree of the pressure reducing valve according to the pressure acquired from the detection unit.
  6. 　前記第１の所定値は、エンジンの型式に応じて定められる、請求項４に記載のコモンレール式燃料噴射装置。 The common rail fuel injection device according to claim 4, wherein the first predetermined value is determined according to a model of an engine.
  7. 　前記制御部は、前記所定時間ごとに前記圧力を取得するとともに、前記所定時間における前記圧力の変化量が第２の所定値未満である場合に、前記空気が混入していると判定する、請求項１に記載のコモンレール式燃料噴射装置。 The said control part acquires the said pressure for every said predetermined time, and determines that the said air is mixed when the variation | change_quantity of the said pressure in the said predetermined time is less than 2nd predetermined value, Item 2. The common rail fuel injection device according to Item 1.
  8. 　前記第２の所定値は、エンジンの型式に応じて定められる、請求項７に記載のコモンレール式燃料噴射装置。 The common rail fuel injection device according to claim 7, wherein the second predetermined value is determined according to a model of an engine.
  9. 　前記制御部は、前記圧力の変化量に応じて前記減圧弁の開度を制御する、請求項７に記載のコモンレール式燃料噴射装置。 The common rail fuel injection device according to claim 7, wherein the control unit controls an opening degree of the pressure reducing valve in accordance with an amount of change in the pressure.
PCT/JP2018/014092 2017-04-04 2018-04-02 Common rail fuel injection device WO2018186345A1 (en)

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